Boat drive assembly



June 3, 1958 G. J. FRIEDRICH BOAT DRIVE ASSEMBLY Filed Sept. 1, 1955 Fig./

3 Sheets-Sheet 1 Fig. 5

George J. Friedrich I N VEN TOR.

June 1958 G. J. FRIEDRICH 2,837,051

BOAT DRIVE ASSEMBLY Filed Sept. 1, 1955 s Sheets-Sheet 2 .3 *1 Fig. 2

L: 95 /4 h J /22 \ll 9a I20 /08 85 54 George J. Friedrich IN V EN TOR.

BY WWW! Em June 3, 1958 G. J. FRIEDRICH 2,837,051

BOAT DRIVE ASSEMBLY Filed Sept. 1, 1955 s Sheets-Sheet s George J. F r/a drich IN VEN TOR.

Unite BOAT nnrva ASSEMBLY George J. Friedrich, North Bellmore, N. Y., assignor of fifty percent to George S. Geary, Bayville, N. Y.

This invention relates to improvements in transmis sion and steering mechanisms for motor boats.

An object of this invention is to provide a combined transmission and steering assembly for a boat of the type having an inboard motor and having for one of its features an adjustment whereby the line of thrust of the propeller may be regulated so as to have it coincide with the line of travel of the boat in order to achieve the highest efiiciency.

Another object of the invention is to provide a boat power transmission and, steering device which is of mechanically simple construction and yet which serves the intended functions of steering the boat and delivering power from the engine to the propeller of the boat with excellent results.

These together with other objects and advantages which will become subsequently apparent reside in the details of construction and operation as more fully hereinafter described and claimed, reference being bad to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout, and in which:

Figure 1 is a top view of the combined propulsive and steering unit showing the same attached to the transom of a boat and in driving connection with a motor;

Figure 2 is a longitudinal sectional view taken on the line 2-2 of Figure 1;

Figure 3 is a vertical sectional view taken on the line 33 of Figure 2 and in the direction of the arrows;

Figure 4 is an enlarged sectional detail of construction taken generally on the line 4-4 of Figure 2 and in the direction of the arrows;

Figure 5 is a fragmentary sectional view of a modified means of actuating the steering portion of the invention;

Figure 6 is an enlarged fragmentary side view showing in detail a locking mechanism which is adapted to hold the device in any one of a number of selected positions for various purposes, as repairing and beaehing the boat;

Figure 7 is a top view taken generally along the line 77 of Figure 6 and in the direction of the arrows and showing particularly the same locking mechanism; and

Figure 8 is a fragmentary sectional view showing a modification of the drive mechanism constituting a portion of the invention.

The fragmentary part of boat 10 illustrated in the drawing includes a transom 12 to which the combined power transmission and steering attachment 14 is attached. Engine 16 to drive the boat is mounted suitably therein, and the stub shaft 18 driven by the engine is interrupted by clutch 20 in advance of passing through bearing 22 in the transom 12. Shaft 18, after passing through bearing 22, extends through a passage 24 formed in the mounting plate 26. This plate is fixed, by suitable means, to the outer surface of transom 12 and has two 'sets of brackets projecting therefrom. The upper brackets 28 and 29 extend in parallel relationship to each other ,and have trunnions 3t] and 31 carried in aligned open- States Patent 0 Patented June 3, 1958 ings. These trunnions are passed through parallel ears 32 and 33 of device 14, mounting it for pivotal movement about the common axis of the trunnions 30 and 31. Lower brackets 34 and 35 respectivelyon mounting plate 26 have inwardly extending ends in order to define a vertical guideway 36 which accommodates sliding block 38, the latter being vertically adjustable in the guideway 36.

Means for raising and lowering the sliding block 38 are attached to the mounting plate 26 (Figure 3) and consist of a screw 40 rotatable in support 42 which is fixed to plate 26. A collar 44 on screw 40 abuts the upper surface of bracket 42, and there is a swivel link 46 connected to the lower end of the screw 40. This swivel link is also connected to a screw 48, the latter being rotatable in support 50 which is fixed to bearing plate 26 and also threadedly disposed in a bore in the sliding block 38. Accordingly, in response to rotative movement of the knurled knob 52 on screw 40, the screw 48 is rotated in its threaded bore thereby elevating or lowering sliding block 38, depending upon the direction of rotation. The pilot of the boat trims the boat from his seat much like an airplane pilot trims his ship by actuation of control tabs.

The combined power transmission and steering device 14 is made of two main portions, that is, an upper portion 54 together with a lower portion 56 which is attached to it and rotatable with respect thereto. The upper portion 54 of the device 14 has sliding block 38 connected to it by means of a bifurcated holder 58 having a small plate 60 extending therefrom, this plate being preferably integral with sliding block 38 and holder 58, forming a part of each. A roller 62 covered with rubber or a suitable material is mounted between the furcations of holder 58 on spindle 64. Upper portion 54 of the device 14 has a plate 66 extending therefrom, and there is a flange 68 on the outer edge of this plate. Flange 68 rides on roller 62 when the holder 58 is raised or lowered as described previously. Inasmuch as the flange 68 is arranged at an angle to the path of travel of sliding block 38 and the structure connected to it, the device 14 will be swung about the trunnions 30 and 31 in response to rotation of knurled knob 52.

Lower portion 56 of device 14 has a propeller 70 on propeller shaft 72 and located downstream of propeller guard 74. When propeller 70 is actuated in a direction to push the boat 10 forward through the Water, the thrust delivered from the propeller is transmitted through the lower and upper portions 56 and 54, respectively, of the combined steering and transmission device, and one of the bearing points is between flange 63 and roller 62. A reverse lock, used when the boat engine is reversed, comprises arm 78 mounted pivotally on a bracket 80 between the ends thereof, the latter being fixed to one of the furcations of holder 58. One end of arm or bracket 78 extends alongside flange 68 and has a tapered roller 82 that is contacted by the flange when the device 14 is moved in a direction opposite to that direction of force application when driving the boat through the water. Spring 84 bearing against holder 58 and a part of bracket 78 yieldingly retains roller 82 in operative relationship to the flange 68 to hold device 14 in the adjusted position. Means for normally compressing the spring 84 and separating roller 82 from the path of travel of flange 68 are attached to the bracket 78. They consist preferably of a cable 86 extending over an idler pulley 88 carried by plate 26 and terminating at a suitable location in the boat 10 after passing through an opening in the plate 26 and transom 12. When' in forward motion, the roller 82 is separated from flange 68 to permit the device 14 to raise when striking a submerged object. Cable 86 is preferably attached to the engine reversing lever so that when the engine is reversed, the lever 78 is spring biased to a position where roller 82 contacts flange 68.

Upper portion 54 of the device 14 is a housing having a gear space 90 in a well at the top thereof and covered by access plate 92. This gear space has bevel gear 94 disposed in it and enmeshed with gear 96, the latter being secured to shaft 98, while the former is secured to shaft '100 which extends through a wall of the well defining gear space 90 and terminates in a connection with propeller shaft 18. A universal joint 102 is used to make this connection. The universal joint 102 is located on the pivot axis of trunnions and 31 so that the device 14 may be swung about these trunnions without disengaging the drive connection between the engine and shaft 98. Propeller shaft 72 is mounted in suitable bearings in the lower portion 56 of the device 14, and it has a gear 104 secured to it. A gear 106 is in mesh with gear 104 and is secured to the lower end of shaft 98. Therefore, when the propeller shaft 18 from the engine is actuated, the propeller will be rotated through the universal joint 102, shaft 100, gears 94 and 96, shaft 98, gears 106 and 104, and finally propeller shaft 72.

The upper portion 54 of the combined steering and transmission device 14 has a recess 108 in it with which bore 110 communicates. This bore 110 accommodates a spindle 112, the latter-being secured to and forming a part of the lower portion 56. concentrically arranged with'but rotationally independent of shaft 98 is an assembly for retaining spindle 112 connected with upper portion 54 and for rotating the spindle 112, thereby rotating the propeller 90 in order to .obtain directional control of the boat 10. The preferred means for serving this function consists of a support bearing 114 which is seated upon a lower wall of the recess 108. A pulley 116 is disposed on the thrust bearing 114 and -a nut 118 mounted on inner sleeve 120 and bearing against the outer race of thrust bearing 114 holds the pulley secured to the spindle 112. As an alternative and simplified construction, the pulley 116 could be bolted directly to the spindle 112, whereby it would serve as a thrust bearing for the spindle.

A'stecring cable 122 extends aroundthe pulley 116 and after passing through apertures in the upper portion 54, it is entrained around a pair of pulleys 126 and 128, respectively, carried by upper portion 54. In addition to being passed over the pulleys 126 and 128, cable 122 is passed over pulleys 130 and 132 which aredisposed in the boat 10 and mounted on brackets carried by transom 12 thereof. Appropriate passages are formed in the mounting plate 26 and transom 12 to allow the cable 122 i to pass therethrough.

After the mountingplate 26 is attached to the transom 12 of the boat, and the steering and transmission device 14 connected with the engine and the mounting plate, the boat is ready for operation. cable 122 is pulled in one direction or the other, thereby rotating the pulley 116 and spindle 112 to which it is secured. This adjusts the line of thrust delivered by propeller 70 in a horizontal plane. In order to have the delivery of power to the boat 10 accomplished most efficiently, the line of thrust is regulated so that the thrust is applied in a direction parallel to the path of movement of the boat. To accomplish this,'knob 52 is rotated in order to move the sliding shoe 38 as previously described. This causes the roller 62 to move upward or downward so that the inclined flange 68 will tilt the device 14 about the trunnions 30 and 31 as an axis of tilting movement.

When it is desired to lift the device from the water, it ismerely lifted so that the propeller 70 is raised upwardly from the water. Means, as shown in Figures 6 and 7, may be attached to the device 14 for holding it in a selected position.

In Figures 6 ,and'7, the curved ratchet which is secured to the upper portion 54 together with the dog 142 may be .used in connectionwith the deviceshown in In order to steer the boat,

'4 l Figures 1 and 2, if found desirable. Dog 142 is mounted on a pivot 144 between the ratchet engaging end and the opposite end, the pivot being secured to one of the upper brackets 146 on mounting plate 148. The latter is secured to the transom 150 of the boat, just as the mounting plate 26 is secured to the boat transom 12. The remaining structure, except for universal joint 102, is identical to that disclosed in Figures 1 and 2.

When the device 152 of Figure 6 is tilted about its trunnions 155, the dog slides over the teeth of the ratchet 142. When elevated to the desired position, the dog 142 engages the teeth and is held in engagement therewith by means of a spring 156 which bears against a fixed support 158 on one of the upper brackets 146. The opposite end of spring 156 bears against a collar 159 which is adjustably secured on the shank of a push-rod 160, the latter passing through fixed support 158. In this way, the spring 156 constantly biases the dog 142 in such direction as to be in engagement with the ratchet 140, but is released by simply pulling the push-rod 160 in the appropriate direction.

Figures 7 and 8 illustrate a further modification of the invention wherein the universal joint 102 of Figure 2 is omitted in favor of a gear assembly 164. This gear assembly consists of a gear 166 fixed to the outer end of the engine propeller shaft 168, which is enmeshed with an idler gear 170. This idler is mounted on shaft 172 which is, in effect, a continuous trunnion when compared to the trunnions 30 and 31 of Figure l, inasmuch as it serves an identical function to them. Enmeshed also with the idler is another gear 174, this latter gear being secured to shaft 176 which is the counterpart of shaft 100 in Figure 2. This gearing arrangement permits the device 152 to be swung out of the water just as the universal joint 102 of Figure 2 allows device 14 to be swung about trunnions 30 and 31.

Reference is now made to Figure 5 where another modification of the invention is illustrated. Here, spindle in bore 191 is mounted for rotation on an antifriction bearing 192. This construction is the same as spindle 112, bore 110 and bearing 114 in Figure 2. However, in lieu of the pulley 116 of Figure 2, a rack 194 enmeshed with a pinion 196 is used. This rack is slidable in a guideway 198 and adapted to be reciprocated by means of a push-rod 200. Push rod 200 is secured to rack 194 by a hinge connection, as universal joint 202. Pinion 196 is fixed to sleeve 202 and the latter is fixed to one race of the bearing 192, that same race being secured to the spindle 190. The general operation of the combined steering and power transmission device has been described previously. In order to steer the boat on which the device is attached, the cable 122 is pulled, or the rod 200 is actuated, in either case, the result is that torque vis applied to the spindle at the lower portion of the device. This torque is converted to turning movement, and the line of thrust in a general horizontal plane, is varied in this way. The line of thrust as far as the boat's attitude is concerned is regulated by tilting the entire device about'the upper pivot means thereof. Rotation of the knob 52 effects the pivotal motion of the device 14, while rotation of an identical knob in connection with the other embodiments of the invention causes a like result.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention as claimed.

What is claimed as new is as follows:

1. In a motor boat which has a transom and a stub shaft, a mounting plate secured to said transom, a combined steering and power transmission device, means mounting said device on said mounting plate for pivotal movement about a generally horizontal axis, said device including an upper housing portion and a lower housing portion, said upper housing portion having a bore, a spindle on said lower housing portion mounted for rotation in said upper housing portion bore, a propeller carried by said lower housing portion, shafting and gearing drivingly connecting said stub shaft with said propeller, means connected to said spindle for rotating said spindle in said bore in order that the boat may be steered by changing the lateral direction of application of the driving force of the propeller, means operatively connected with said device and said mounting plate for tilting said device about a generally horizontal axis in order that the line of thrust of the propeller may be varied so that it is applied in a plane approximately parallel to the path of movement of the boat, said means for tilting said device including a generally vertical guideway on said plate, a sliding block in said guideway, an inclined flange carried by said upper housing portion, an abutment carried by said block against which said flange bears, and means for adjusting said sliding block within said guideway so that due to the inclination of said flange, said device is tilted to selected positions.

2. In a boat which has a motor for the propulsion thereof and a transom through which a motor driven shaft extends, a mounting plate secured to said transom and having an opening therein through which said shaft extends, a combined transmission and steering device, said device having mounting cars at its upper end, brackets secured to said mounting plate, pivot means extending through said brackets and said ears mounting said device for pivotal movement thereabout, shafting in said device, a propeller carried by said device and driven by said shafting, means drivingly connecting said shafting and said motor driven shaft and displaceable at the pivot axis of the pivotal mounting means for said device so that said device may be tilted, means for adjusting the tilt angle throughout a range of angular adjustments to correct the line of thrust delivered by said propeller for the boat, said adjusting means being secured to said device and said plate, said device including an upper housing and a lower housing, means including a bore and spindle connected with said housings and mounting said housings for rotation with respect to each other, means secured to said spindle for rotating one of said housings with respect to the other in order to provide lateral directional control for the boat, said tilt angle adjusting means including a vertically adjustable block carried by said plate, an angulated flange on said device, and an abutment on said block in contact with said flange to tilt said device in response to movement of said sliding block.

3. The combination of claim 2 wherein there is a normaily closed lock carried by said block and in engagement with said flange to hold said flange against said abutment.

4. The combination of claim 3 wherein said lock includes an arm pivoted to said block, means at one end of said arm adapted to contact said flange, and a spring reacting on the opposite end of said arm and arranged to bias said pivoted arm in a direction so that said means on said one end of said arm is in normal contact with said flange.

References Cited in the file of this patent UNITED STATES PATENTS 1,780,075 Griflith Oct. 28, 1930 2,458,813 Wanzer Jan. 11, 1949 2,688,299 Gload et al. Sept. 7, 1954 2,739,562 Hahs Mar. 27, 1956 FOREIGN PATENTS 161,994 Australia Mar. 17, 1955 

